Valve-gear mechanism.



PATENTED MAY 23, 1905.

" Y M. B. CLARK.

VALVE GEAR MECHANISM.

APPLICATION FILED JULY 14, 1902.

110.790.34 1, PATENTED MAY-23,1905.

ME-CLARK.

VALVE GBARMEGHANISM. APPup-A'non um JULY 14; 1902.

4 sums-Exam a,

No. 790,344. PATENTED MAY-23, 1905.

M. B. CLARK.

VALVE GEAR MECHANISM. "APPLIOATION FILED JULY 14. 1902. 1

' 4 SHEETS-SHEET f I If sis V lI/l/IIII 62 6 81 83 7.9 @31 I (TE-II F 7w W M E38 aflym E91? 4 B l7(gr2 z'ZZE0Za Z I ey PATENTED MAY 23, 1905.

' M. B. CLARK.

VALVE GEAR MECHANISM APPLICATION IILED JULY 14, 1902.

u s 1 1. :E. i. q r H .r 1 1 n UNITED STATES Patented May 23, 1905.

, PATENT OFFICE.

MERRILL E. CLARK, OF NEIV YORK, N. Y., ASSIGNOR TO WARREN W. GREENE, OFNEW YORK, N. Y., AND AERO-AOOUMULATIVE MOTOR SYSTEM COMPANY. I

VALVE-GEAR MECHANISM.

SPECIFICATION forming part of Letters Patent No. 790,344, dated May 23,1905. Application filed ly 14, 1902., Serial No. 115,592.

To (0Z6 whom it may concern.-

Be it known that I, MERRILL E. CLARK, a citizen of the United States,residing at New York, in the county of New York and State of New York,have invented a new and useful Improvement in Valve-Gear Mechanism, ofwhich the following is a specification accompanied by drawings forming apart of the same, in which'- I Figure 1 is a plan View of my improvedmotor, showing it applied to a motor-vehicle. Fig. 2 is a view in frontelevation. Fig. 3 is a sectional view througha portion of the explosive-cylinder, the valve-casing, and valve. Fig. 1 is a sectionalview taken at right angles to Fig. 3 on the line 1 4 of Fig. 3. Fig. 5is an enlarged horizontal sectional view through the valve mechanism forautomatically opening the compression chamber.

Figs. 6 and 7 are detached views of the lever mechanism for shutting offthe two-cycle mechanism. Fig. 8 is a detail side elevation of the camsand cam-arm. Figs. 9, 10, and 11 are views of the diflerent camsemployed on the valve-shaft. Fig. 12 is a sectional view through theexplosion-cylinders and air-compression cylinder, showing the casingaround them. Fig. 13 is a sectional view through one of the cylindersand the connected valve mechanism. Figs. 14, 15, and 16 are sectionalviews through the carbureter. Fig. 17 is a view in section showing themechanism for changing the position of the explosive-cylinders, andFigs. 18 and 19 are sectional views through the air-controlling valves.

Similar reference characters refer to similar parts in the differentviews.

The object is to provide a motor in which a higher percentage of poweris derived and capable of being utilized than heretofore with a theexpenditure of the same amount of fuel.

In other Words, the aim of the invention is to relatively increase theefliciency of the fuel.

used and to store energy by the momentum derived from the use of thefuel, which energy maybe expended for a reactionary force,

such as applying brakes to the mechanism of in ways 6 b.

the motor driven when it is desired to be applied for that purpose.

Referring to the accompanying drawings, 1 denotes the frame of thevehicle, in the present instance preferably made of tubing.

2 is the rear axle, and 3 3 are the vehiclewheels.

Four cylinders 1, 5, 6, and 7 are supported in any approved manner inthe frame. The cylinder 4 is stationary and is utilized as anair-compressor cylinder, and the cylinders 5,

6, and 7 are explosion-cylinders, and they are movable for theadjustment of the explosioncylinders, the framework 8 being connectedwith the boxes 13 13 by means of bars 13 13, and this is accomplished bythe eccentric 14 on the crank-shaft 11, (see Fig. 17,) and to accomplishthis adjustment the crank-shaft is provided with a worm-wheel 15thereon, which is operated by a worm 16 on the vertical shaft 17 whichlatter has a wheel or crank 18 within reach of the operator, whereby theshaft is turned in one direction or the other when it is desired toshift the position of these explosion-cylinders. There are two of theseeccentrics 14:, one in each box l3, and they are connected together bythe yoke 19, mounted on shaft 11, so that the two eccentrics are turnedby. the worm 15 in unison in order to cause a change in the position ofthe cylinders, the outer sides of cylinders 5 and 7 operating The objectof this mechanism is to move the cylinders with respect to thepiston-strokes so that the clearance-space between the-pistons and thecylinder-heads may be increased or decreased, to the end that greatereconomy is attained in the use of gasolene as well as greater efficiencyin the use of air by confining their use to -a more limited space.

The pistons 10 10 are connected to the cranks of the shaft 11 in theusual manner by piston-rods 2O 20, and power is transmitted from thecrank-shaft 11 t0 the rear axle 2 of the vehicle through the gear-wheels21, 22, and 23, and as a means for reversing this mechanism a gear-wheel24 is provided, it being connected with the lever 25, which has a latch26 and operates in connection with a segment 27. Referring moreparticularly to Fig. 13, the gears 22 and 24 are supported on aframework 22, journaled on the rear axle 2, which framework has securedthereto the lever 25. The gears 22 and 24 are so journaled as toconstantly intermesh with one another, and as the lever is moved upwardthe gear 22 is brought into mesh with the drive-gear 21 on thecrank-shaft 11 and with the driven gear 23 on axle 2 to give a forwardmovement to the traction-wheels 3 3, the gear 24 being out of mesh witheither gear 21 or 23, and when it is desired to back the vehicle towhich my improvement is attached the framework 22 is swung downward sothat the gear 24 is brought into mesh with the gear 21, throwing thegear 22 out of mesh with gear 21, but still intermeshing with gear 23,thus imparting a reverse rotation thereto.

My invention is applicable to what is known as the two-cycle orfour-cycle motor system, and the former will first be described.

Referring to Fig. 1, a pair of shafts 28 and 29 are located end to end,the former having a bevel-pinion 29' thereon which takes its motion froma bevel-pinion 30, secured on shaft 11. On the shaft 28 a gear-wheel 31is secured, and on shaft 29 a larger gear-wheel 32 is secured, and aclutch 33 between these gearwheels is operated to lock one shaft 28 tothe other shaft 29, this being operated by a shipper 34, pivoted at 35.Shaft 29 extends forward and has a bevel-gear 36 at its forward end,which bevel-gear is intermeshed with a bevel-gear 37 on whatI term thevalve-shaft 38, (see Figs. 2 and 17,) which latter shaft is constructedand adapted to operate and control the valves for the several cylinders4, 5, 6, and 7. This is accomplished through the eccentrics 39 39 andpitmen 4O 40, which extend therefrom to the cranks 41 41 on therockvalves 42 42. (See Figs. 3 and 4.) These valves 42 42 arehollow-cylinder valves and are adapted to turn in the cylindricalopenings of the valve-cases 43 43, and to the hollow center of thesecylindrical valves the plugs 44 44 are fitted. The valves 42 42 areprovided with openings 45 45 therethrough, adapted to measure a quantityof gasolene or form a passage for air, according to their position, andwhen in one extreme position they register with ahole 46 through theplug 44 and the air-inlet 47 in the valve-case 43, which inlets aresupplied through a channel 48, whereby air is discharged against theouter end of the spring-actuated check-valve 52 with suflicient pressureto displace the valve and discharge into the cylinder. The valve-casing43 of each of the cylinders 5, 6, and 7 is provided with a valve-portcasing 43, which is preferably integral, as shown, and extends over andconnects each valve-casing 43. The fuel and air passages 48 and arelocated in this valveport casing, the fuel-passage 50 having connectedtherewith a pipe 50, leading from the fuel-reservoir 53, the oppositeend of the fuelpassage 50 being closed. The valve-casing of theair-compressor cylinder4 is also provided with valve-port casing 49,which casing is provided with the two air-passages 48 48, passage 48being connected to passage 48 of the valve-port casing 43 by means of aflexible coupling 121. The opposite ends of the passages 48 48 areconnected to the pipe 56 leading from the air-reservoir and having avalve 57 located therein, which valve will be hereinafter more fullydescribed. The openings 45 45 are also capable of registering with thegasolene-ducts 49 49, supplied through pipe 50 and controlled by thevalves 51 51. hese valves 42 42 are so arranged that they operatesuccessively, and the eccentrics are set on the shaft 38 to insure thisaction. (,lasolene is supplied to the pipe 50 from the gasolene-tank 53(see Fig. 1) through a coil 54, which latter yields to the movement ofthe frame which carries the cylinders when the latter is adjustedrelative to the frame of the machine. Air is supplied to inlets 47 47from the compression-chamber 55 through a pipe 56, and this supply iscontrolled by the valve 57, as will behereinafter more fully explained.Of course it is well understood that the explosion takes place in theexplosive-engines through the medium of a suitable sparking device 58,and the expansive action of the gas exploded is utilized to drive thepistons 10 10 of the motor. The valves 51 51 for supplying the gasoleneare each provided with a eran k 60, and these cranks are connectedtogether by a connecting-rod 61, and these cranks are rockedsimultaneously by the hand-lever 62, which is provided with a latch 63,adapted to enter a notch 64 in the upper end of the crankarm opposite orin alinement with said latch, and to retain the latch in engagement withthis notch a segment 65, curved in the arc of a circle of which thepoint of oscillation of said crank is the center, operates in a slot inthe back of the latch to retain the latch in notch 64. The air suppliedthrough pipe 56 is also controlled by this lever 62 through the mediumof a rod 66, pivotally connected thereto, which rod slides in guides 6767 and is connected with the arm 68, secured on the axial stem of thevalve 57, and in operating end of the lever 62 is provided with asecond,

this valve independently of the valves 51 51 for controlling thedischarge of gasolene, the

latch .69, adapted to engage notches in the segment 70, which extendstransversely of the machine. l

My cylinders are also utilized for compressing air into the compression-chamber 55 when the vehicle is not being actuated by theexplosive-cylinders, and I will now describe how themechanism isutilized for compressing air into the compression-chamber to be utilizedas a motive force for carbureting purposes and also for reactionarypower in applying brakes, and first I will explain my method ofcompressing the air into the compressionchamber 55.

. Pipes 71 71 lead from the forward ends of the several cylinders 4,5,6, and 7. These pipes communicate with a pipe 72, which is made inseveral sections joined by the unions 73 73, and in the unions 73 73,opposite the explosive-cylinders 5, 6, and 7, turn-valves 74 74 arelocated, (see Fig, 19), the stems of which are provided with arms75 75,connected together by rod 76, and this-rod is pivotally connected at 76to the rocker 77, mounted on astud 78. (See Fig. 7.) This rocker has anarm 79', connected by a link 80 to the lever 81, which latter has alatch 82 ada-pted to be locked to the segment 83 provided therefor. Whenthe lever 81 is in its upright or normal position, as shown in Figs. 1and 2, these several valves 74 74 open, thus afiording a passage for theair to the compression-chamber. A similar valve 74 controls the outletfrom the air-compressor 4, (see Fig. 5,) except that the ducts in thisvalve have lateral extensions 7 4 for a purpose which will be explained.The arm on the stem of this valve is'connected by a link 84 to the arm68 on valve 57, so that this valve 74 is operated independently of thevalves 74 74, and the pipe 71, leading from the compressor 4, remainsopen even when valve 57 is partially closed. Each pipe 71 from cylinders4, 5, 6, and 7 is provided with a spring-seated valve 85, and thetension of the springs is such that these valves 85 are unseated whenthe cylinders are used for compressing air when the valves 74 74 are'open, and in this way the air thus compressed is forced out through pipe72 into the compression-chamber. In other words, the cylinders at thesetimes serve as air-pumps to replenish the chamber 55 and establish amaximum pressure therein. Air is supplied to the several cylindersthrough inlets 86, controlled by spring-seated valves 87 87, and as itis neces sary during this operation of pumping air that the valves 87 87are entirely under the control of the piston provision is made throughconnecting-rod 88 and the cam-levers 89 89 thereon to shift the latterto a position intermediate of the earns 90 and 91 on valve-shaft 38,(see Figs. 8 to 11,) or, in other words, op-

posite the cylindrical hub 92, (see Fig. 10,) so

that no positive motion is given to said camlevers, and these cam-leversare shifted by the movement of the rocker 77, whichis connected with rod88, as shown at 93, and this rod is of course controlled by the movementof hand-lever 81.. It is necessary, of course, that means be provided toautomatically control the pressure in the com pression-chainber, andthis is done by a diaphragm 94 in the chamber 95. (See Fig. 5.) Aspring-actuated stem 96 leads from this diaphragm to a slide-valve 97 invalve-chamber 98, and this valve-charm ber is in communication with pipe72 at all times; but the valve isso constructed that its port 98 isthrown outof register with the bypass 99 when the pressure in thecompressionchamber has reached its maximum due to the pressure upon thediaphragm 94, which causes the valve to move in the direction indicatedby the arrow. When this action takes place, the port 100 of this valveregisters with a pipe 101, which leads to the chamber 102, in which thecylinders 4, 5, 6, and 7 are incased, so that this surplus air isutilized to keep said chambers cool. To maintain the same pressure inthe gasolene-tank 53 as in the c 0m-. pression-chamber, a pipe 103 leadsfrom bypass 99 into the gasolene-tank 53.

- As previouslyv mentioned, my motor may be used as a two-cycle orfour-cycle motor, and this change from one to the other is within thecontrol of the operator at, any time and is accomplished by operatinglever 81. Byv throwing lever 81 forward the clutch 33 is shifted toclutch in shaft 29, its shipper being connected to lever 81 by rod 104to cause the motor to operate as a two-cycle motor. By reversing lever81 the clutch 105 is shifted, and in that way power is transmittedthrough gear 106, which is double the size of gear 31 and gear 107,which meshes with gear 32, thus causing shaft 29 to revolve at one-halfthe speed of the crank-shank 11 instead of the same speed as whenshaft29 is' clutched directly to shaft 28. This same movement of lever 81causes the valves 74 74 to close and the cam-levers 89 89 to be shiftedopposite the .cams 91 91, so that the valves 87 87 are held open duringa fourth of the rotation of the,

' valve-shaft 38 for the discharge of the exhaust from the cylinder.

To go with the four-cycle system I have devised a special carbureter,(shown in Figs.

14, 15, and 16,) under the control of the operator through the handle110.- On the lowerv end of this handle the valve 111 is secured, andthis is providedwith several ducts 112 112 of varying sizes, which areadapted to be turned into register .with the supplypipe 113 accordinglyas more or less gasolene is to be supplied to the cylinders. The lowerportion of this valve is adapted to regulate the v size of the air-inlet114, and for that purpose ,is provided with several holes 115 of varyingsizes, as shown in Fig. 14. The spring-actuated spreader 116, havingseveral openings 117 117, is held in this valve, and through theseopenings the gasolene is discharged and distributed into the chamberbelow, where it is commingled with the air which meets it in its passagethrough the air-pipe114 onits way to the cylinders through connection118 with pipe 119, connected to the inlet-ports 120. When the two-cyclesystem is used, the camlevers 89 89 are shifted opposite the cams 9O 90,and then the valves 87 87 are alternately opened and closed once duringeach complete revolution of valve-shaft 38.

Whether used as a two-cycle or four-cycle motor it is one of thefeatures of my invention to cause the initial motion of the pistons,which is usually done by hand in all motors where gasolene is used as afuel by the action of the air stored in the compression-chamber, andtherefore to start the machine the handlever 62 is first moved laterallyby manipulating latch 69 on segment 7 O, and through thisinstrumentality the valve 57 is opened either partially, as shown inFig. 18, to allow air from pipe 56 to pass through inlet 48 of theseveral valve-cases 43 43, or the valve 57 may be turned still furtherto register with pipe 48 to permit air also to pass into theaircompressor cylinder 4. This air inlet is controlled, as previouslyexplained, by valves 42 42, which are simultaneously rocked until ports45 45 register with inlets 47 47 and allow the air to unseatspring-actuated checkvalves 52 52, as the pressure is suflicient forthis on its way into the cylinder, and usually it is my purposeinitially to first let this compressed air into the three cylinders 5,6,and 7 and then into cylinder 4, so that the impulse is not too sudden,but, on the contrary, will be rendered more gradual. After the machineis started the lever 62 is returned momentarily to its upright position,as shown in Fig. 2, and engaged with the arm on the gasolene-valve 51opposite, after which it is again swung laterally, as before, thusopening the three gasolene-valves 51 51, as well as the air-pipe 56,which supplies the several holes 46 46 in the stationary plugs 44 44.Thus it is understood that after the initial start by the utilization ofair from the compression-chamber a measured quantity of gasolene iscaught in the upper port 45 of each rock-valve 42 and allowed to descendinto the cylinders 5, 6, and 7 with each forward and return movement ofthe said valves 42 42. This continues as long as the explosive force ofthe motor is used, and to augment this power of the threeexplosive-cylinders it is possible to throw the air-compressor intooperation by simply stopping its storing and compressing air into thecompression-chamber, and, on the other hand, permitting air from thecompression-chamber to expand upon its piston to actuate it. This ofcourse is only done in an emergency, when the pressure of thecompression-chamber is at its maximum and unusual power is desired toactuate the motor. Ordinarily it is understood that the air-compressor 4is operating at all times to pump air into the compression-chamber.

The air-duct 48 of the explosioncylinders 5, 6, and 7 is flexiblyconnected with the airduct 48 of the compression-cylinder 4 by means ofa hose 121, and a similar hose 122 connects the adjustable portion ofair-pipe 72 with the stationary portion thereof, which flexibleconnections are made necessary in view of the adjustability of theexplosion-cylinders 5, 6, and 7, as heretofore described.

It is one of the features of my invention to cause the storage of air inthe compressionchamber and the application of brakes simultaneously, andthis is done whenever the machine makes a descent. For instance, at thetop of a hill levers 62 and 81 are placed in their upright or normalposition, as shown in Figs. 1 and 2. This acts to open all the valves 74 and release the cam-levers 89. The bistons are then driven, of course,by the rotary motion of the rear axle, and during their outward strokesthey suck air into the cylinder through openings 86, displacing valves87 87. On their inward strokes they unseat valves 85, forcing airthrough pipes 71 and 72 into the compressor, and as the tension of theair increases the speed of the axle decreases, owing to the reactionaryand cushioning elfect upon the pistons, thus breaking the speed of thevehicle and compressing air in the compression-chamber up to its maximumpressure, when of course it acts upon diaphragm 94 to move valve 97 andshut the air from the compression-chamber when it is deflected throughpipe 101 into the chamber 102, which surrounds and incases the severalcylinders. The air thus restored is again utilized as before in startingthe machine and in supplying air for carbureting purposes to the severaljets, and to maintain a supply in the compressionchamber theair-compressor 4 continues to pump air thereunto. It is understood, ofcourse, that the compression-chamber must be initially charged with air,and it is provided with a cock 115 for this purpose, having acheck-valve therein, so that air can be pumped into it.

WhatI claim as my invention, and desire to secure by Letters Patent, is

1. A motor comprising a suitable support, a cylinder slidably receivedtherein, a crankshaft, means driven by the cylindcr for operating thecrank-shaft, a rigid connection extending between the shaft and thecylinder, an eccentric mounted on the shaft and engaging the rigidconnection and means for rotating the eccentric to adjust the cylinder.

2. A motor comprising a suitable support, a framework movably securedthereto, a cylinder mounted in the framework, a crankthe cylinder withreference to thepiston.

3. In 'a motor, the combination with a cylinder, a crank-shaft and meansfor driving the crank-shaft, of a valve-casing connected with thecylinder, a rotary valve in the casing, a valve-shaft located adjacentthe valvecasing, aneccentric mounted on the valveshaft, a reciprocatingshaft positively and continuously connecting the eccentric and rotaryvalve and an intermediate shaft extending between the crank and valveshafts and perpendicular therewith, to actuate the latter.

4:. In a motor, the combination with a cyl inder, a crank-shaft andmeans for driving the crank-shaft, of a valve-casing connected with thecylinder, and provided with ports leading thereto, a hollow rotary valvelocated 'in the ports and provided with apertures, an

apertured plug stationarily secured within the valve, the apertures inthe valve adapted to register with those in the plug, and means operatedby the crank-shaft for actuating the rotary valve.

5. In a motor, the combination with a cylinder, a crank-shaft and meansfor operating the latter, of a valve-casing provided with portscommunicating with the cylinder, a source of supply connected withthe'ports, a

rotary apertured hollow valve located in the casing, an apertured pluglocated within the hollow rotary valve and having its aperture inalinement with and forming a part of the valve-port,the apertured plugnormally closed by the rotary valve, a fuel-supply normally connectedwith the valve-aperture and means actuated by the crank-shaft for movingthe valve-apertures into alinement with the ports in the casing andplug.

,6. In a motor, the combination with a cylinder, a crank-shaft and meansfor rotating the latter, of a valve-casing provided with ports incommunication with the cylinder, a valve located in the casing andcontrolling the ports, a valve-shaft independent of the crankshaft,pivoted means connecting the valve and valve-shaft, intermediate meansconnecting the crank shaft and valveshaft for transmitting motion to thevalve-shaft and clutch mechanism carried by the intermediate means forthrowing the intermediate means into or out of operative positlon.

7. In a motor, the combination with a cylinder, a crank-shaft and meansfor operating the latter, of a valve-casing provided with portscommunicating with the cylinder, a rotary valve controlling the ports, avalve-shaft, means connecting the valve and shaft for operating theformer, a gear on the valve-shaft,

. a gear on the crank-shaft, a plurality, of short shafts extendingbetween the two gears, one of the short shafts being driven by the gearon the crank-shaft, the other short shaftoperating the valve-shaft,

necting the short shafts and means for disconnecting the clutch.

the fuel-valve and air-supply simultaneously.

9. In a motor, the combination with a plurality of cylinders, acrank-shaft and means for operating the latter, of a valve-casingconnecting the cylinders and provided with air and fuelports'communicating therewith, valves in the air and fuel ports, avalve-shaft with which the air-valves are connected, means for operatingthe valve-shaft, a source of air-supply connected with the air-port onthe valve-casing, a valve controlling the source of air-supply, aconnecting-rod to which the fuel-valves are secured, a separateconnecting-rod to which the air-source valve is secured and a singlemeans to which the connecting-rods are secured.

10. In a motor organism, the combination with acrank-shaft, of aplurality of explosioncylinders, an air-compressor cylinder, the eX-plosion-cylinders movable with relation to the air-compressor cylinder,an air-reservoir, the explosion and air-compressor cylinders providedwith air-exhaust ports, a tube connecting the air-exhaust ports of theexplosion-cylinders, a second tube connecting the air-exhaust port ofthe air-compressor cylinder with the air-reservoir, a flexible meansconclutch means for con necting the tubes, a valve-casing on theaircompressor cylinder provided with ports communicating with thecylinder, a valve-casing on the explosion-cylinder provided with portscommunicating with the cylinders, and a flexible means connecting thetwo valve-casings.

11. In a motor, the combination with an airreservoir, of anair-compressor cylinder and an explosion-cylinder, avalve-casingprovided with ports communicating with the cylinders, the air-reservoircommunicating with one of the ports in the valve-casing, afuel-reservoir communicating with the remaining port thereof, a valvecontrolling the communication between the air-reservoir and theair-port, separate valves controlling the communication between thefuel-port in the casing and the explosion-cylinders, and a single meanswith which the air-valve and the fuel-valves are connected. 12. Thecombination with a crank-shaft, of a series of explosion-cylinders, avalve-casing connecting the cylinders and provided with portscommunicating withthe cylinders, an air-reservoir connected with one ofthe ports on the valve-casing, a fuel-reservoir connected With the otherport in the casing, the explosion-cylinders each provided with anairexhaust port, and means connecting the ports and air-reservoir toreplenish the latter.

13. The combination with an air-reservoir, of a plurality ofexplosion-cylinders and an air-compressor cylinder, a valve-casingprovided with ports communicating with the airreservoir and connected toeach cylinder, valves in each cylinder-casing for controlling theentrance of air thereto, means for operating the valves, a valvecontrolling the communication between the reservoir and valvecasingport, the air-compressor cylinder provided with an air -.exhaust portcommunicating with the reservoir, and a shifting means connected withthe air-reservoir valve and the air -compressor valve to open one valveand close the other simultaneously.

14:. The combination with a plurality of explosion-cylinders, acrank-shaft and means for operating the latter, of a valve-casingprovided with air and fuel inlets communicating with the cylinders, anair-reservoir communicating with the air-inlet, a valve controlling suchcommunication, fuel-valves controlling the fuel-inlets, cranks securedto the fuelvalves,a connecting-rod secured to each crank, a pivotedlever, a latch carried thereby and adapted to removably engage one ofthe cranks, and a connecting-rod extending between the lever andair-inlet valve, the air and fuel valves separately or simultaneouslyoperable.

15. The combination with a plurality of explosion-cylinders providedwith air-exhaust ports, pipes connecting the ports, valves at theintersection of the pipe and ports, an air-reservoir With which the pipecommunicates,

crank-arms on the valves, a rod connecting the crank-arms, acrank-shaft, the cylinders provided with air inlet valves, a valveshaft,driven by the crank-shaft, cams stationarily mounted on the valve-shaft,a cam-rod, camarms mounted on the cam-rod and operated by the cams forcontrolling the air-inlet valves, means for actuating the valve-shaft ata plurality of speeds, and means connected to the speed-changing meansand to which the connecting-rod and cam-rod are secured for shifting thecam-arms, and controlling the valves.

16. The combination with a plurality of explosion-cylinders providedwith-air-inlet and exhaust-valve ports, an air-reservoir communicatingwith the air-outlet ports, valves controlling the communication of theair-exhaust ports and reservoir, means connecting the valves, avalve-shaft, means for actuating the shaft at aplurality of speeds, camssecured on the valve-shaft, a movable cam-rod, camarms mounted on therod and adapted to engage one or the other of the cams on the valveshaftand means for shifting the cam-rod and valve-connecting means.

17. The combination with an explosion-cylinder provided with fuel-inletand exhaust valves, of a valve-shaft operable at a plurality of speeds,means connected with the valveshaft for controlling the fuel inlet, camsmounted on the valve-shaft, a movable camrod, a cam-arm mounted thereonand actuated by the cams for controlling the exhaust and means forshifting the cam-arm and changing the speed of the valve-shaftsimultaneously.

18. The combination with an explosion-cylinder provided with inlet andexhaust valves, of a valve-shaft operable at a plurality of speeds,means connected with the valve-shaft for operating the inlet-valves,cams of varying conformation mounted on the valve-shaft, amovablecam-rod, a cam-arm mounted thereon, for controlling the exhaust-valve,and means for shifting the cam-rod and cam-arm in accordance with thevarious speeds of the valve-shaft.

19. The combination with an explosion-cylinder provided with inlet andexhaust valves, a valve-shaft, means connected with the shaft foroperating the inlet-port, cams of various conformations mounted on theshaft, a movable eam-rod, a cam-arm mounted on the rod and engaged bythe cams for controlling the exhaust-valve, a crank-shaft, a pluralityof short shafts connecting the crank and valve shafts, clutch mechanismconnecting the short shafts, a change-speed gearing connected with theshort shafts, clutch mechanism controlling the change-speed gearing,means connecting the clutch mechanisms, and means for operating thecam-rod and clutch mechanisms simultaneously.

20. The combination with an explosion-cylinder, provided with air inletand exhaust ports and valves in the ports, of a reservoir communicatingwith the exhaust-port, a valve controlling the communication between thereservoir and exhaust-port, a lever. means connecting the lever andcontrolling-valve, a valve-shaft, means for driving the val ve-shaft,change-speed mechanism interposed between the driving means andvalve-shaft, cams of varying conformation mounted on the valveshaft, amovable cam-rod connected to the lever, cam-arms mounted. on the cam-rodand engaged by the cams to control the air-inlet valve, and meansconnecting the change-speed mechanism and lever.

21. The combination with an explosion-cylinder provided with air inletand exhaust ports, and avalve controlling the ports, of an air-reservoircommunicating with the ports, a valve controlling such communication,the cylinder provided with a fuel-port, and having the air-inlet portserving also as an exhaust-port when the cylinder is operated as anexplosion-cylinder, a valve-shaft capable of rotating at a plurality ofspeeds, means operated by the valve-shaft for actuating the fuelport,cams mounted on the valve-shaft, a movable cam-rod, a cam-lever mountedthereon and adapted to engage either cam when the valve-shaft isrotating at either of its speeds, and means for simultaneously shiftingthe camlever out of engagement with the cams, opening the communicationbetween the air-exhaust ports and reservoir and causing a cessation ofrotation of the valve-shaft.

22. The combination with an explosion-cylinder provided with inlet andexhaust ports, of a carbureter comprising a valve-casing, a

fuel reservoir communicating therewith, an

air-inlet port, the casing provided with an out- 5 let-portcommunicating with the inlet-port of the cylinder, and a rotatable valveprovided with aseries of graduated openings and means for shifting thevalve to regulate the amount of mixture admitted to the cylinder.

Dated this 28th day of June, 1902.

MERRILL E. CLARK.

Witnesses:

VERNON-'1). HoDeEs, M. M. SOHUERMANN.

